Network Statement: Valid From 09/12/2018 To 14/12/2019
Network Statement: Valid From 09/12/2018 To 14/12/2019
Note for points 4.2, 4.9 and chapter 6: As indicated in the introduction to
these points, the texts still need to be changed, after the legal
framework has been adjusted and/or after consulting the applicants who
will be contacted at the appropriate time.
2 18.06.2018 The main modifications concern:
– Points 1.8.1 Infrabel and 1.8.6 Corridor One-Stop-Shop: update
of contact persons and addresses;
– Points 2.2.2 Conditions for access to the railway infrastructure
and 2.2.5 Cover of liabilities: adding the cover of civil liability as
a condition for obtaining access to the rail infrastructure in
accordance with the modification of the Rail Code on 23
November 2017;
– Point 3.3.3.3 Communication systems: updating of the text and
adding a new appendix, namely E.4 Roaming between GSM-R
networks;
– Point 4.2.2.1.3 International freight transport: reformulation of
the text and adding information;
– Point 6.5 Performance scheme: withdrawal of the performance
scheme following the decisions taken by the regulatory body on
19 April 2018.
3 04.07.2018 Point 4.3.1 Schedule for working timetable:
Due to a revision of the planning of the works, the draft offer for all
nationally scheduled trains in the 2019 timetable could not be published
within the foreseen deadline (2 July 2018). The new deadline for
national train paths was set at 16 July 2018. The other dates in the
planning process have also been adjusted.
Note: in order to meet the international agreements, the deadline of 2
July 2018 was respected for international train paths.
4 07.12.2018 The main modifications concern:
- General: adaptation of the structure (in particular, point 3.6 has
been divided into points 3.6 and 3.7), clarification of Infrabel's role
(infrastructure manager or operator of service facilities) ,
reformulation of the texts, updating and addition of legal references,
contacts, address details, websites, etc.;
- Points 1.9, 1.10.1 and 1.10.2: implementation of new texts prepared
by RailNetEurope;
- Points 1.10.3 and 4.2.3: implementation of information on the
“TimeTabling Redesign” pilot projects, prepared by RailNetEurope;
- Points 2.2.1.2 and 2.3.2: adaptation of the moment at which the
capacity agreement is to be concluded between the non-railway
3 . Infrastructure _________________________________________________ 31
3.1 Introduction _________________________________________________________ 31
3.2 Extent of network _____________________________________________________ 31
3.2.1 Limits .................................................................................................................................... 31
3.2.2 Connected railway networks ................................................................................................ 32
3.3 Network description ___________________________________________________ 32
3.3.1 Geographic identification ..................................................................................................... 32
3.3.2 Capabilities .......................................................................................................................... 32
3.3.3 Traffic control and communication systems ........................................................................ 34
3.4 Traffic restrictions ____________________________________________________ 36
3.4.1 Specialised infrastructure .................................................................................................... 36
3.4.2 Environmental restrictions ................................................................................................... 36
3.4.3 Dangerous goods ................................................................................................................ 36
3.4.4 Tunnel restrictions ............................................................................................................... 36
3.4.5 Bridge restrictions ................................................................................................................ 36
3.5 Availability of the infrastructure _________________________________________ 36
3.6 Service facilities ______________________________________________________ 37
3.6.1 Passenger stations .............................................................................................................. 37
3.6.2 Freight terminals .................................................................................................................. 37
3.6.3 Marshalling yards and train formation facilities .................................................................... 37
3.6.4 Storage sidings .................................................................................................................... 37
3.6.5 Maintenance facilities .......................................................................................................... 37
3.6.6 Other technical facilities ....................................................................................................... 37
5 . Services ______________________________________________________ 67
5.1 Introduction _________________________________________________________ 67
5.1.1 Service categories ............................................................................................................... 67
5.1.2 Services provided by Infrabel .............................................................................................. 67
5.1.3 Services are provided by other operators of service facilities and/or service
providers ...................................................................................................................................... 68
5.2 Minimum access package ______________________________________________ 68
5.3 Access to service facilities and supply of services in these facilities __________ 69
5.3.1 Access to service facilities ................................................................................................... 69
5.3.2 Provision of services in the service facilities ........................................................................ 71
5.4 Additional services ___________________________________________________ 74
5.4.1 The supply of traction current .............................................................................................. 74
5.4.2 Services for trains ................................................................................................................ 75
5.4.3 Services for exceptional transports and dangerous goods ................................................. 75
5.4.4 Services outside normal business hours ............................................................................. 76
5.5 Ancillary services _____________________________________________________ 76
5.5.1 Access to telecommunications network ............................................................................... 76
5.5.2 Provision of supplementary information .............................................................................. 76
5.5.3 Technical inspection of rolling stock .................................................................................... 76
5.5.4 Ticketing services in passenger stations ............................................................................. 77
5.5.5 Specialized heavy maintenance services ............................................................................ 77
6 . CHARGES ____________________________________________________ 78
6.1 Charging principles ___________________________________________________ 78
6.1.1 Minimum access package ................................................................................................... 81
6.1.2 Track access to service facilities ......................................................................................... 81
6.1.3 Services provided in service facilities .................................................................................. 83
6.1.4 Additional services ............................................................................................................... 83
6.1.5 Ancillary services ................................................................................................................. 84
6.1.6 Congestion charge ............................................................................................................... 84
6.2 Railway infrastructure charging system __________________________________ 85
6.3 Tariffs ______________________________________________________________ 85
1.4.2 Liability
Some data provided in the present network statement may evolve according to the transposition of the
European directives into Belgian legislation. Legislative or regulatory texts adopted after the
publication of the network statement will be applicable automatically in line with the arrangements they
provide for, without the need for the network statement to be updated. However, Infrabel undertakes to
adapt the network statement following any change in legislation or regulations the month after their
publication.
If, despite all the efforts of Infrabel to produce correct information, there should be any differences
from legal texts, the latter shall prevail.
Infrabel strives in particular to rectify any reported errors as quickly as possible, and shall bear no
further responsibility as a result.
Infrabel is not responsible for information in the network statement provided by third parties.
1.7 Publishing
The network statement is published no later than four months before the deadline laid down by the
infrastructure manager for the submission of requests for railway infrastructure capacities (see point
4.3.1). Its publication is announced via a notice in the Belgian Gazette.
The network statement may be consulted free of charge on the site
www.infrabel.be/en/professionals/rail-operators/network-statement.
The network statement is drawn up in French, Dutch and English. In the event of differences, or of
difficulty of interpretation of the various versions, only the French and Dutch versions shall be valid.
1.8.2 The Regulatory Service for Railway Transport and for Brussels
Airport Operations (Service de Régulation du Transport ferroviaire
et de l’Exploitation de l’Aéroport de Bruxelles-National)
Contact Person Contact Details
Mr. Serge DRUGMAND, director Kruidtuinlaan 50 bus 72
B-1000 Brussels
Tel: + 32 2 277 45 22
www.regul.be
E-mail: [email protected]
RailNetEurope also provides links to the network statements of its members on its website:
www.rne.eu/organisation/rne-network-members/.
General information and a detailed description of the freight corridors in which Infrabel is involved can
be found on the following websites:
– RFC Rhine-Alpine: www.corridor-rhine-alpine.eu
– RFC North Sea – Mediterranean: www.rfc-northsea-med.eu
– RFC North Sea – Baltic: www.rfc-northsea-baltic.eu
The rules which apply to corridors are described in the Corridor Information Document (CID), which
follows a common structure defined by RNE in the document "Corridor Information Document –
Common Structure", which can be found on the RNE website (www.rne.eu/rail-freight-
corridors/corridor-information-documents).
The CID are published each year in January. The CID can be found at:
– RFC Rhine-Alpine: www.corridor-rhine-alpine.eu/corridor-information-platform.html
– RFC North Sea – Mediterranean: www.rfc-northsea-med.eu/en/page/corridor-
information-document
– RFC North Sea – Baltic: www.rfc8.eu/corridor-information-document/.
The rules associated with the allocation of capacity (pre-arranged paths (PaP) or reserve capacity) on
the freight corridors can be found in Book 4 of the CID. The contact details for the Corridor One-Stop-
Shops can be found in point 1.8.6.
1.12 Glossary
Appendix A.1 to this document contains the definitions of the specific terms and the explanation of the
abbreviations used.
2.2.3 Licence
In order to be recognised as a railway undertaking and gain access to the infrastructure, you must
currently be licensed as a railway undertaking. Any undertaking having an operating base in Belgium
has the right to request a licence from the minister (see point 1.8.3). The licence is non-transferable
and determines the types of service for which it is valid. It is valid across the whole territory of the
European Union.
The licence is issued under the conditions laid down by Chapter II of Title 3 of the Rail Code and
Articles 3 and 4 of the royal decree dated 16 January 2007 on the railway undertaking licence.
Any additional information regarding the licence may be obtained from the Federal Public Service for
Mobility and Transport, Sustainable Mobility and Rail Policies Directorate, Public Enterprises and Rail
Policies Service (see point 1.8.4).
3.3.2 Capabilities
3.3.2.1 Loading Gauge
The concepts relating to the gauge are covered in RSEIF 1.2 – Tracks, gauge and structures. When
the loading gauge is exceeded, this is referred to as a special transport. Further information on
exceptional transports is given in:
─ RSEIF 5.3 – The movement of exceptional transports;
─ RSEIF 4.4. – Exceptional transports and loadings.
Data sheet UIC-505 contains the rules for the G1 gauge for the upper clearance and for GI1 and GI2
gauges for lower clearance. European Standard EN 15273 contains the rules for the application of
gauges GA, GB, GC, GB1 and GB2 which are bigger at the top and gauge GI3 which is bigger at the
bottom. These gauges apply to freight transport.
The above gauges are all interoperable. Gauges BE1, BE2, BE3 and BE4 apply to the Infrabel
network.
For intermodal traffic, the map in list 5 of volume III of the LST applies. This map indicates the
classification of those combined transports which are accepted on the Belgian railway infrastructure
(see Annex C.3).
Concerning axle load, the network is accessible to D4 loads.
Infrabel invites operators of service facilities connected to the Belgian rail network and service
providers to send their information to [email protected] before 1 June 2019.
Infrabel is not responsible for the information provided by operators and service providers.
Capacity
requests within
Feasibility Capacity requests outside the period of drafting the
the period for
Studies timetable
drafting the
timetable
Long term
Long term Long term Long term Long term (interim changes)
Short term
Real time
– either via the PCS app (Path Coordination Only via the Book In
System); app.
– or via the Book In app.
If the above applications are not available, the capacity forms in the
appendix must be used:
– B.1.2 (freight)
– B.1.1 (freight) – B.1.2 (freight)
– B.1.3
– B.1.3 – B.1.3
(passengers/technical
International (passengers/technical runs) (passengers/technical runs)
runs)
requests
According to the capacity
agreement (see Appendix
B.9), a non-railway
The PCS app must be used for pre-arranged undertaking applicant
train paths and reserve capacity (freight cannot submit a real-time
corridors). request. This can only be
submitted by the railway
undertaking designated
by the non-railway
undertaking applicant.
Must be made via the Book In app, unless this is not available. In that
case, the capacity forms to be found in Appendices B.1.1, B.1.2 and B.1.3
must be used.
Any capacity request or request for a capacity study submitted in any other manner (for example, by
phone or by e-mail without the request form) will be rejected by the infrastructure manager.
The Book In application is available on the Business Corner of Infrabel. In order to be able to use it,
applicants must submit a request via their Key Account Manager.
The Path Coordination System (PCS) application is available on the RailNetEurope website. In order
to be able to use it, access codes must be requested from RNE (www.rne.eu). The use of this
application is strongly recommended for international capacity requests and is mandatory for requests
relating to pre-arranged train paths and reserve capacity (freight corridors).
The pilot projects comprise two pillars: annual planning requests and rolling planning request.
For the rolling planning, capacity is guaranteed (safeguarded capacity for rolling planning) and
requests can be submitted at the earliest four months and at the latest one month before the first
running day. This is to allow sufficient time for the preparation of a high-quality offer. Requests will be
possible from August 2019. After these deadlines, the unused guaranteed capacity is added to the
remaining capacity. Requests must comply with the characteristics of the published train path.
It is also possible to submit requests for annual planning. This will be done according to the
procedures described in points 4.2.2.1.1 and 4.3.1.2 of the network statement.
More details on the capacity guaranteed for the rolling planning are available on https://cms.rne.eu/ttr-
communication-platform.
More information about the TTR pilot projects and how to submit applications can be found on the
website http://www.rne.eu/sales-timetabling/ttr/.
Feasibility studies
Deadline for filing of feasibility study 15 January 2018 Applicant
requests
Deadline for replies to the feasibility study 12 March 2018 Infrabel
requests
The office with responsibility for handling this type of request is office I-TMS.351. Requests submitted
exceptionally via the documents mentioned in point 4.2.2.1 should be sent to this office at the address
given in point 1.8.1.
Requests for capacity submitted to the freight corridor's C-OSS as part of creating an annual timetable
follow basically the same principles as those for the RNE scheduling. These are set out in the Corridor
Information Document (see point 1.9).
The office I-TMS.351 is responsible for handling this type of requests. Requests submitted
exceptionally via the documents mentioned in point 4.2.2.1 should be sent to this office at the address
given in point 1.8.1.
Any request for capacity received by the infrastructure manager less than ten working days before the
change of timetable will be handled in accordance with the procedure indicated in point 4.3.2.2 below
as if it were an request for capacity to be scheduled in the current timetable.
4.3.2.2 Capacity requests to be scheduled in the current timetable
4.3.2.2.1 Adaptations to the timetable in the long term
During its period of validity, the timetable may be subject to modifications, occurring on certain dates.
Such modifications are announced as intermediate modifications. The infrastructure manager has the
list of the dates of intermediate modifications available for consultation (office I-TMS 351, for address
see 1.8.1). These dates are fixed by joint agreement between the various infrastructure managers and
If the deadline for receipt is not met for the types of requests listed in the table above, timely
publication of the organisation bulletin cannot be guaranteed and requests may be processed in real
time. With the exception of ‘Extraordinary transport with restrictions’, where request submitted outside
the deadline for receipt will be refused for operational and safety reasons.
The office I-TMS.353 is responsible for handling this type of requests. Requests submitted
exceptionally via the documents mentioned in point 4.2.2.1 should be sent to this office at the address
given in point 1.8.1.
Single-track service
Renewal works on
or total line closure
P3 all lines of the Work carried out at night
(track possession of
railway network
seven net hours)
In practice, for the 2020 timetable, the infrastructure manager is obliged to publish, in accordance with
the RNE calendar (3), the known TCR within the following publication deadlines:
MINOR TCR X
(3) In the event of changes in to the principles set out in the RNE Guidelines, this text may be modified.
Short-term - The applicant makes the reservations in the Shunt In – ST reservation tool.
reservations
- Infrabel (Operational Planning) handles the local track planning and manages
(RST)
the availability of a track by taking account of the operational necessities of the
– railway infrastructure. In that role, it handles priority track reservation when
Residual railway infrastructure maintenance is required.
capacity
- - Conflict management is not necessary, as conflicts are not possible between
railway undertakings in the short term (FIFS – First In First Served principle).
Year X
Infrabel (signalling post) makes the - The railway undertaking,
reservations in the Shunt In – RT reservation which may or may not be
tool. designated by a non-railway
undertaking applicant,
- Infrabel (signalling post) allocates the capacity
Real-time makes the reservations in
in real time.
reservations the Shunt In – RT tool.
(RRT) - Conflict management is not necessary, as
- Conflict management is not
conflicts are not possible in real time (FIFS –
– necessary, as conflicts are
First In First Served principle).
Residual not possible in real time
capacity - If no prior reservations have been made in (FIFS – First In First Served
- Shunt In for the planned operations in the long principle).
Year X or short term, the railway undertaking, which
may or may not be designated by a non-railway
undertaking applicant, is required to notify the
signalling post operator of the duration of the
parking or shunting.
Further information can be found in the regulation on the delegated command facility available in the
LST Vol. III, list 6.
Local capacity reservations are visible for all applicants, but anonymously, which allows Infrabel to
guarantee data confidentiality.
4.9.1.1.2 Particular case of related railway undertakings for local capacity
‘Delegated command
Signalled sidings Unsignalled sidings
facility’ sidings
Long-term To submit a long-term or short-term local capacity request, the related railway
reservations undertaking must use the form in Appendix B.1.4. Depending on the choice of
(RLT) the facility where the rolling stock is to be parked, the related railway
- undertaking must send the form to Infrabel (competent Operational Planning).
The list of different functional mailboxes can be requested from Infrabel (via the
Short-term
office I-TMS. 351.C, see contact details in point 1.8.1).
reservations
(RST)
Real-time To submit a real-time local capacity request, the related railway undertaking
reservations must make direct contact with the signalling post of the facility concerned.
(RRT)
4.9.3 Schedule for short-term and real-time requests for local capacity
4.9.3.1 Short term
Once the conflicting LT requests have been resolved, the applicant will be given access to the Shunt
In – ST / Shunt In – RT reservation tools. In any event, the Shunt In – ST application is open to the
applicants at the latest ten working days before the entry into force of the timetable, at midnight on the
second Saturday in December.
Where there are no LT conflicts, the Shunt In – ST reservation tool is directly accessible to the
applicant, albeit on condition that the local track planning by Infrabel (I-TMS Area, see address in
Appendix D.10) is finished. All applicants are alerted simultaneously by e-mail.
When the applicant is given access to the Shunt In – ST reservation tool, it may cancel or modify
existing reservations or add extra short-term reservations, no later than 24 hours before the time
required.
For this type of reservation, the principle is FIFS – First In First Served. So there are no conflicts.
However, a track may be declared unavailable by Infrabel for operational reasons, notably railway
infrastructure maintenance.
4.9.3.2 Real time
When the railway undertaking, which may or may not be designated by a non-railway undertaking
applicant, is given access to the Shunt In – RT reservation tool, RRTs (real-time reservations) may be
added, modified or cancelled as described below:
– For signalled sidings and delegated command facilities, the railway undertaking must
submit a capacity request at the local level (in other words with the signalling post
concerned);
– For unsignalled sidings, the railway undertaking must submit a capacity request direct
in Shunt In – RT;
– RRTs must be added, modified or cancelled no later than 24 hours before the time
required.
For this type of reservation, the principle is FIFS – First In First Served. So there are no conflicts.
However, a track may be declared unavailable by Infrabel for operational reasons, notably railway
infrastructure maintenance.
2
Special provisions regarding grouping of track maintenance in the yards
To be able to carry out the necessary checks on its installations, as well as the related maintenance
works, in a safe and efficient manner, Infrabel can have sole control of each rail yard separately at
least four times per year, and in each case to have this for an uninterrupted period of at least twelve
hours on working days during working hours. It may, depending on the nature of the works, be
necessary for a section of the siding tracks to be made available for the needs of Infrabel. This release
is, however, limited to at most half of a yard. Any wagons that are parked on the other part of the yard
will not be accessible for the period set out above during the works. Works of this sort shall be
announced by Infrabel at least ninety calendar days in advance, together with the requirement to
release the tracks.
In these circumstances Infrabel commits itself to organise and group these works optimally during
these disruptions. This will mean that the number of interventions between two interventions with an
important impact on the capacity will be strongly reduced, to the benefit of the operational safety of the
installation.
2
These provisions do not apply to urgent interventions and track replacement works.
The different services that Infrabel offers are detailed under points 5.2 to 5.5 below. The infrastructure
provided by the railway undertakings and, if applicable, the non-railway undertaking applicants is
detailed in Chapter 3.
Most of the minimum services and access via the tracks to the service infrastructure, along with the
services provided in that infrastructure (where these are offered by Infrabel), are included under the
infrastructure utilisation charge. The additional and supporting services offered by Infrabel are subject
to separate charges. The different charges are described in Chapter 6.
The specific conditions for utilisation of and charging for services offered by Infrabel are described
where relevant in one of the following documents: the utilisation agreement or capacity agreement, or
the local protocol (see point 2.3).
Infrabel has also developed two specific services intended for industrial undertakings, which will not be
discussed in this network statement (more information is available at
www.infrabel.be/en/professionals/rail-operators/products):
1 Your Tracks: reserved tracks;
2 Your Connection: rail connections.
The service is divided into two parts: firstly the transport and distribution of traction current
and secondly the supply of traction current. Transport and distribution forms part of the minimum
services and is covered in point 5.2, whereas the supply of traction current is classed as an additional
service and is discussed further in this point.
Infrabel buys electricity in advance. The following objectives are taken into account:
– ensure the energy supply ;
– avoid sudden price fluctuations ;
– enable railway undertakings to assess the price in advance ;
– obtain the lowest possible price.
For the supply of electricity by Infrabel, a mandate is required according to the electricity legislation.
Infrabel needs to know the expected volume to be delivered at the start of the purchasing process.
This is why the applicants which have a significant impact on this volume are asked to deliver the
aforementioned mandate at the start of the purchasing process. For the other applicants the mandate
is provided via the utilisation contract or the capacity agreement. An applicant is deemed to exert a
significant influence on the volume to be delivered when it consumes 2.5 percent of the estimated
purchase volume.
5.4.1.2 Other operators of service facilities and service providers
All the traction units of an applicant (or the railway undertaking it specifies) choosing its own supplier
which are used on the infrastructure manager network must be fitted with an energy meter. The
technical requirements for the energy meters are set out in Appendix E.3. The list containing the
energy suppliers can be found on these websites:
– Brussels-Capital region:
https://www.brugel.brussels/nl_BE/acces_rapide/de-marktspelers-10/lijst-van-de-leveranciers-28
– Flemish region:
http://www.vreg.be/en/energy-supply
http://www.vreg.be/nl/overzicht-energieleveranciers
– Walloon region:
http://www.cwape.be/?lg=1&dir=4.1.02
An applicant wishing to exercise its right to choose must notify Infrabel (see contact details shown in
point 1.8.1) who will be its energy supplier and the access provider. This information must be
communicated no later than 3 months before the date of entry into force. A change of supplier shall
st
always begin on the 1 of the month. The choice of a supplier must cover a period of at least 3
months.
The use of electricity to heat vehicles is included in the service, as described in point 5.2.
5.4.2.2 Other operators of service facilities and service providers
Awaiting information from other operators of service facilities and service providers.
With the service, an applicant may submit a special request when requesting capacity to
open the facility at times outside those laid down in the network statement. Such requests are of an
occasional nature; this product does not include regular trains. Infrabel will then notify the applicant
whether it is possible to meet its request.
5.4.4.2 Other operators of service facilities and service providers
In order to make use of this service, the applicants are asked to contact the different operators of the
service facilities and the service providers referred to in chapter five.
In view of the regulatory and legislative developments (in particular European Parliament and Council
Directive 2012/34/EC dated 21 November 2012 establishing a single European railway area, and
Commission Implementing Regulation (EU) 2015/909 of 12 June 2015 on the modalities for the
calculation of the cost that is directly incurred as a result of operating the train service and the Rail
Code) the pricing principles relating to the charges for the use of the railway infrastructure are being
revised and will be published later in this document, following the amendment of the principles laid
down in the Royal Decree of 9 December 2004 and the publication of the new Royal Decree that will
contain these principles.
The following principles apply to the railway infrastructure utilisation charge, covering the
and services, i.e. the minimum service package (point 6.1.1) with the exception of transport
and distribution of power for traction, access via the rail network to the services referred to in point 5.3
(point 6.1.2) and the supply of services in these facilities, when these are provided by Infrabel (point
6.1.3).
The individual charges for additional services and related services are described in sections 6.1.4 and
6.1.5 respectively.
Two cases need to be distinguished: infrastructure available and infrastructure unavailable.
– Infrastructure available: part of the Belgian railway network on which the railway
undertakings can move rolling stock
- Capacity utilised
If the capacity is utilised in full (all the sections ordered or all the local capacities reserved), the charge
is payable.
If the capacity is utilised only in part (certain sections or all the local capacities reserved are not used),
the charge is payable in respect of the part actually used and for the part not used, given that the
non-utilisation is not the result of the non-availability of the infrastructure.
No administrative charge is due for any request, modification or cancellation of local capacity.
The costs of the transport and distribution of the traction current (see point 5.2) contain:
─ all the costs for the connections of the traction sub-stations to Elia (allocated costs and
costs linked to the access contract with Elia) and the other managers of the
distribution network (complete network costs);
─ network losses in the sub-stations and on the catenaries;
─ the administrative costs for the measuring and allocation of energy to the correct
railway undertaking and the supplier concerned;
─ the taxes and charges levied via the network managers.
6.3 Tariffs
The unit prices are indexed annually on 1 January. This indexing corresponds to a weighting of the
3 4
consumer price ‘health’ index (65%) and ‘service’ index (35%). The reference index is that of the
month of November preceding the indexing.
As a reminder, the infrastructure utilisation charge covers the and services, i.e.
the minimum service package (except for the transport and distribution of traction power), access over
the railway network to the service facilities and the provision of services within those facilities when
these are provided by Infrabel .
The pricing rules for the distribution and transport of traction current are set out in
Appendix F.2.
3
Health index: http://statbel.fgov.be/en/statistics/figures/economy/consumer_price_index
4
Service index: http://statbel.fgov.be/en/statistics/figures/economy/consumer_price_index/based_on_4_groups/
j: Train j
P: Indexed unit price per kilometre, used for all the lines in the railway
infrastructure
𝑃t j : Coefficient of priority of movement, a function of the quality of the
service offered by the infrastructure manager and in particular the
level of priority allocated to the train compared to other movements in
the event of traffic disruptions
Li : Length of the section expressed in kilometres, determined when the
train path is allocated
C1i : Coefficient relating to the operational importance of the section
5
The mass depends on the type of journey. If it is
─ an empty run, the mass to be considered incorporates the weight of the locomotive(s) and the empty
vehicles for passenger trains.
─ a laden journey, the mass to be considered incorporates the weight of the locomotive(s) and the vehicles or
wagons (including the total weight of the load carried).
In the event that an applicant is unable to communicate the mass of its loaded train to the infrastructure manager, he will be
asked to transfer the maximal mass of this loaded train.
𝐶𝑖 C i
𝐶𝑖 Ci
𝑇𝑇 − 𝐼𝑗 = 𝑃𝑃 ∗ 𝐶𝑢𝑖𝑖 ∗ 𝐶𝑖 + 𝑃𝑃 ∗ ∗ 𝑡𝑡𝑡𝑡 (1+100) TR-Ij = Pv*Cuij *Ci + Pv* *tijd(1+100) euros
5 5
- Freight trains:
𝐶 C
𝐶 �1+ 𝑖 � C �1+ i �
𝑖
𝑇𝑇 − 𝐼𝑗 = 𝑃𝑃 ∗ 𝐶𝑢𝑖𝑖 ∗ 𝐶𝑖 + 𝑃𝑃 ∗ 100 ∗ 𝑡𝑡𝑡𝑡 10
i
TR-Ij = Pm*Cuij *Ci + Pm* 100 *tijd 10 euros
i: Installation i
j: Train j
Pv and Pm: The indexed unit prices relating to the category of train: Pv for
passenger trains and Pm for freight trains.
𝐶𝑢𝑖𝑖 : Coefficient relating to the nature of the utilisation of the installation
(train departing, arriving, making a commercial stop or an obligatory
service stop).
𝐶𝑖 : Coefficient relating to the operational importance of the installation i
and its equipment.
Time: Time (expressed in minutes) of occupation of the track beyond the
flat-rate deadline laid down. The flat-rate deadline laid down for a
passenger train is 30 minutes and for a freight train 120 minutes. The
flat-rate deadline applies to the occupation of the track prior to the
departure of train j at the time the train leaves installation i.
6.3.2.1.4 Administrative costs for train path demands (AK)
The formula for the administrative costs for train path demands is as follows:
AK = C * A euros
A: Unit price indexed annually
M: Unit price on an annual basis, indexed, utilised for all the railway
infrastructure installations concerned
Co: Coefficient of increase relating to the operational importance of the
tracks or sidings; currently, Co = 1
The charges for services for dangerous goods are defined as necessary in the utilisation contract.
S(night) : Supplement for work at night from Monday to Friday indexed annually
For the service, the deadline of 24 hours is a deadline that slides hour by hour, being
st
rounded up to the next hour as from the 31 minute:
– A cancellation at time T + [0 30] will be charged at 100% if the reservation begins before
time T the next day;
– A cancellation at time T + [31 59] will be charged at 100% if the reservation begins before
time T+1 the next day.
6.7.2 Invoicing
At the end of each month, Infrabel calculates the total charges due for the utilisation of the railway
infrastructure in M-1.
When these bills are drawn up, account is taken of the advances already invoiced and paid. Invoices
are payable within 30 days.
Infrabel may add interest for late payment, fixed at the legal rates, to amounts invoiced but not paid
within the deadlines laid down. Collection and recovery costs are chargeable to the user.
Questions or comments regarding the invoicing of the utilisation charge may be sent to the address in
point 1.8.1.
The method of billing for the other charges is defined in the utilisation contract (Appendix B.3) or
capacity agreement (Appendix B.9).
6.8 Guarantee
No guarantee is required when capacity requests are made.
A. Glossary
A.1. Glossary
B. Capacity
B.1. Outline of capacity requests
B.1.1. Request for capacity long term for freight
B.1.2. Request for capacity short term and real time for freight
B.1.3. Request for capacity for passengers
B.1.4. Request for local capacities for related railway undertakings
B.2. Performance scheme
B.3. Railway infrastructure utilisation contract – General conditions
B.4. Preparation and publication of the train paths
B.5. Track possessions on main network – CTL
B.6. Priorities for the allocation of capacities in a congestion situation: congested lines
B.7. Priorities for the allocation of capacities in a congestion situation: types of lines and types
of trains
B.8. Priorities for the allocation of capacities in a congestion situation: list of lines by type
B.9. Capacity agreement between the non-railway undertaking applicant and Infrabel
C. Maps
C.1. Map of the Belgian railway infrastructure
C.2. Map showing the boundaries of the Areas I-TMS
C.3. LST volume III list 5 – Map of itineraries authorised for combined traffic
C.4. Technical map of the network
C.5. Map of maximum intensities – Icat Max
C.6. Map of signalling systems
C.7. Map state of affairs ETCS
E. Technical documents
E.1. Distances between stations and nodes
E.2. Intermodal terminals, maritime and inland port facilities
E.3. Requirements for the fitting of an on-board Energy Management System on traction units
running on the Infrabel network
E.4. Roaming between GSM-R networks
F. Charges
F.1. Technical equipment of the installations
F.2. Charges for the Your Power service
F.3. Services for exceptional transports
F.4. Utilisation charge – Unit prices and values of the parameters linked to the train
F.5. Utilisation charge – Values of the parameters linked to the infrastructure
F.6. Sections of track on which the shunting line charge applies